Truck for railway rolling stock



July 20 1926 r 1,593,273

A. J. TOWNSEND ET AL TRUCK FOR RAILWAY ROLLING STOCK I Filed May 1921 s Sheets -She et 1 INVENTORSI W ATTORNEYS.

July 20,1926. 2 v 1,593,273 1. TOWNSEND ET AL I TRUCK FOR RAILWAY ROLLING s'rocx' Filed May 1921 Y s Sheets- Sheet 2 VlNVENTOR; By 44 4, 2 M

[MM A TTORNEYS.

July 20 1926.

5 1,593,273 A. J. TOWNSEND ET AL TRUCK FOR RAILWAY ROLLING STOCK Filed May 10, 1921 VII/IIIIIIIIIIIIIII VENTOR. 75L

fi sheets-sheet 5 WW I ATTORNEYS.

meme-a July 20, 1926.

UNITED STATES PATENT OFFICE.

ALBERT a. rowns nn .ann HERBERT w. SNYDER, E LIMA, 01110.

railroad vehicles.

rancx FOR RAILWAY nonmne s'rocx.

Application filed May 10, 1921. Serial no. 468,880.

This invention relates to trucks for railway rolling stock and while it is more particularly applicable to locomotives having trailing trucks, it also is adaptable for other With reference to locomotives, it is equally adaptable where the rear frames and draw castings and other parts are combined in a single casting or where the rear frames are of built up construction. 4

One of the primary objects of our invention is to provlde an improved arrangement of swin or lateral motion truck in which any un ue strain on or distortion of parts' during the lateral motion are prevented.

Still another object of our invention is to provide an improved centering mechanism for trucks of the motion type. I

Still another objectof our invention is to provide a symmetrical truck frame having journal boxes directly in. line with each other at right angles to the longitudinal center line of the truck frame and having spring pockets located on the top thereof as a art of said journal boxes.

In railroa practice prior to our invention, it has been customary to provide lateral motion by permitting the truck to swing as an entirety about a pivot at one end, and to provide a spring device to furnish the required lateral resistance. This arrangement, while giving the truck a certain initial stabilty, is open to the objection that the resistance to lateral movement increases rapidly with such movement, this being primarily due to the deflection of the centering springs. Furthermore, it is necessary to equalize the weight carried by the truck with the weight carried by'the driving wheels, and in some designs separate equalizers fulcrumed on the mainframe have been employed, but as these equalizers cannot move laterally there is a certain amount of distortion of the spring rigging when the locomotive takes a curve, which is a condition causing undue wear on the trailing truck springs; the load directly through the truck frame,

but this necessitates an extra heavy con-.

struction and also does not give sufficient flexibility to the locomotive, and further:

more, re uires a trailing truck box working up and down in a pedestal.

lVe propose to overcome the foregoing dificulties and to obtain the objects and ad the lower swing or lateral.

Other designs transmit vantages above set forth, as well as those which may hereinafter appear, or are' incident to our invention, means of a construction," the preferre embodiments of which. are illustrated in the accompanying drawings, wherein:

Fig. 1 is a plan view of a truck embodying our invention, the top half of the figure showing trated our invention as applied to a locomotive trailing truck of the two-wheel type. The truck frame A is preferably (but not necessarily) cast as a single unit, with the journal boxes B and the spring pockets C integral. Where the truck frame is of the sectional type, the, sections are joined together by the journal boxesfbut in this case,-

the spring pockets are cast integral with the journal boxes, for, as will a pear, the truck springs are directly over the journal boxes and the springs at all times are in the same boxes.

' The truck frame A is pivoted to the main frame D of the locomotive at the forward end ofthe .truck frame as indicated at E.

the main locomotive frame, and J half showing those portions of the- Fig. 2 is a,

illustrating the operto Figs. 1, 2 and 3, it will be seen that we have illusposition relative to the journal The weight on the truck springs F and on the locomotive springs G is equalized by the equalizing beams 7 provided with the usual hangers 8, the rear ends of the truck springs being connected to the truck bolster H by hangers 9, which serve to support the bolster. From inspection of' Figs. 2 and 3,, it will be seen that the bolster is supported against all but vertical movement relative to the truck frame.

The fulcrums ll, instead of being stationary,

as is the customary'practice, in accordance with our invention are floating and they are preferably integral with or rigidly secured together by a "if-shaped. guide frame 10 pivoted on the same pin as the truck frame. The fulcrums proper which depend from the .ends of the guide or fulcrum frame are closely adjacent the truck frame A.

As a result of this arrangement the truck frame A is free to rock up andrdown with respect to the radial guide frame-10, but as an axis of rotation and thus distortion of soon as the truck frame begins to swing about its pivot, it comes into engagement with one or. the other of the fulcrums, as the case may be, and thereafter the truck frame A and the guide frame 10 and ful-- crum rotate together about the pivot pin as the spring rigging is prevented during lateral motion. Durin lateral motion the guide frame 10, of course, slides along the abutting surfaces of the pads 11.

Referring now .to the truck centering device, this is contained in the bolster H extending across the rear of the truck which, as before ointed out, is supported within the truck ame by the hangers 9 and guided or sustained therein against all but relative vertical movement. This bolster carries the centering rockers J, which are preferably set tangent to a circle struck from the truck framepivot as. a center in order to function more freely and accurately during and guide lateral motion of the truck. The rockers,

of course, in turn support the load imposed upon them by the frame of the locomotive, as

will be clear on inspection of Fig. 3. Each rocker is provided with two journals 12 for which suitable seats are provided in the engine frame. The cam surfaces of the rocker bearing on the flat surfaces of the bolster 'approximately have the loutline of an involute of a circle whose diameter is equal to the distance between the centers of the rocker journals, the involute outline beginning at the center line of the rocker and extending to both sides from the center line in such manner that the face of the rocker s practically symmetrical. The' rockers work between the inclined guide members 13. They are also, to some extent, positioned by the pins14 working in the \I-shaped s 0t 15.

*By provision of a cam surface of'this character it will be seen that the point of contact of the rocker face and the bolster face remains very nearly in the same vertical plane relative to the journal bearings for all positions of the rocker.

The 0 eration is as follows i'One half/ of the weig t carried by the truck is transmittedthrough the rockers and bolsters to tlfe spring. Whemthe truck is in a ceiitral posigponfthe rockers are vertical and the weight is me on all rocker journals. As soon as the truck begins to swing laterally, the rockers rotate and the weight is carried by the journal about which the rocker is rotating, and the horizontal component of the line of force due to the load is transmitted through the bolster to the truck frame and offers thenecessary lateral resistance of the truck. to keep the locomotive in a stable condition The lines of force and the operation of the rocker will be. rendered clearly understandable by the additional diagram, Fig. 7; from inspection of which it will seem that since the angle of inclination of the line of force is nearly constant, becoming but slightly less as the truck swings out, the horizontalcomponent and consequently the lateral resistance are nearly constant, the amount of resistance slightly decreasing as the truck swings out, making the operation of the truck perfectly safe over its entire range of motion. Furthermore, because of the elimination of the twisting strains upon the spring rigging, it will be seen that the truck operates smoothly all the way to its point of maximum swing.

No claim is made herein to the specific form of rocker shown as this has been made the subject-of divisional application Serial No. 742,517, filed October'9th, 1924..

What we claim is:

1. In a railway vehicle, the combination of a main frame, a swinging truck pivoted thereto, and a swinging frame with equalizing beam fulcrums pivoted substantially coaxially with said truck and swinging therewith, but vertically movable relatively thereto Y 2. In a railway vehicle the combination of a main frame, a swinging truck, spring rig ging with a bolster vertically movable relatively to said truck, and a plurality of lateral motion resisting rockers interposed between frame and bolster and set approximately tangent to a circle drawn from the truck pivot as a center. 3. In a railway vehicle the combination of a main frame, a radial truck having a rigid frame, a bolster mounted in the truck and supported a ainst movement laterally but movable vertically relative to the truck, and lateral motion resisting means between said bolster and main frame.

.4, In a railway vehicle, the combination of a main frame, a laterally shiftable truck, a floating structure supporting said main frame and shifting laterally'with said truck,

of a main frame, a swinging truck pivoted thereto, a swinging frame pivoted substan-.

beams fulcrumed on said swinging frame.

and a bolster vertically movable relatively to said truck supported by the truck springs, and lateral motion resisting rocker means between bolster and main frame.

6. In a railway vehicle, the combination of a main frame, a floating structure supporting the main frame having equalizing beam fulcrums, a laterally shiftable truck engaged between said fulcrums so as to shift said structure laterally with it, and vertically movable relatively to said structure, spring rigging for main frame and truck wheels .with equalizing beams fulcrumed on said floating structure and a bolster vertically movable relatively to said truck supported by the truck springs, and lateral motion resisting rocker means between bolster and main frame.

7. In a locomotive, a frame, a bolster with flat bearing surfaces, a plurality of rockers having oppositely disposed cam surfaces journaled in the frame parallel to the flat bearing surface of the bolster in such a manner that there can be relative lateral and vertical motion as between bolster and 7 frame, together with suitable guides to rotate the rockers during said relative motion.

8. In a locomotive, the combination of a bolster, a frame, a plurality of rockers journaled in the frame and having oppositely disposed cam surfaces abutting against flat bearing surfaces on the bolster in such a manner that said flat surfaces are parallel from the truck springs, said'bolster having.

fiat bearing surfaces, a plurality of rockers having oppositely disposed cam surfaces abutting the flat surfaces of the bolster journaled in a frame parallel to the flat bearing surfaces of the bolster in such a manner that there can be relative motion between bolster and frame, and suitable guides to 1'0- tate the rockers during said relative motion.

10.- The combination with a railway truck,

of a lateral motion resisting rocker offering approximately constant resistance through the range of movement of the truck.

11. In a railway vehicle, a main frame, a swinging truck having a rigid frame, a bolster movable in said truck frame and a lateral motion resistance rocker interposed between the bolster and the main frame.

12. In a railway vehicle, a main frame, a truck having flat bearing surfaces, rockers between said frame and truck bearing on said surfaces, the point of contact of rocker and truck remaining in substantially the same vertical plane with reference to said main frame for all positions of said truck.

In testimony whereof, we have hereunto signed our names.

manner w. SNYDER. ALBERT J. TOWNSEND. 

